World-wide navigational system



Oct. 1'3, 1959 ..|.v w. GRAYErAL WORLD-WIDEy NAVIGATIONAL SYSTEM 9 Sheets-Sheet 1 Filed Feb. 17. 1954i oct. v 13,1959i J. w. GRAY ETA). v WORLD-WIDE NAVIGATIDNAL SYSTEM 9 Sheets-Sheet 2 Filed Feb. 17, 1954 Oct. 13, 1959 w. 'GRAY ErAL 2,908,902

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Oct. l-3, 1959 J. w. GRAY ETAL 2,908,902

WORLD-WIDE NAVIGATIONAL SYSTEM Filed Feb. 17. 1954 9 sheets-sheet 9 T' H7 H5 JNVENTQRS JUH/V h4 GRAF EVE/@77 HAM ES BY /z/A/V A, @eff/Waag@ Unit-Cd States Patent O assignors, to Generalv PrecisiontLaboratory Incorporated, acorporationof New York Application February 17, 1954, Serial No.V '410,882 zscl'ims. V(cl. 34a-7) A'I'his invention'pertains to a navigation system for Vuse irl-,navigating a craft Ofany type anywhere on the earth including l the .polarregions.. MoreV specifically, the invention pertains-'to an vautomatic means. of ascertaining by dead reckoning the` instantaneous position of va moving craft -andfffrom that position computing the shortest course to` a selected destination.k The mechanism of the invention iswholly self-contained and is capable of operating independently of any ground aids or ground sources `of information. y l i .The Word navigation is, derived from Words which originally meant literally, the moving or directing Vof ships at sea on theI surface of the earth. Whenthe .word was first coined', the` speed of movement was such that there was. plenty of time to make necessary observations frompland-marks, Where available, or to make celestial observations and make the necessary calculations without appreciable error. This same term is now commonly applied-to the art of guidinglyof aircraft, although some of the means andthe methods originated for guiding sailing vessels are .inadequate o1'A not available forv the guidance of aircraft iiying-beyond visual` range of landmarks and at. speeds-far exceeding.-thosefof ships at sea.

V'I-'here are a-Mnumber o f related requirements that must be met in guiding `aircraft regardlessl of the technical means by which this is accomplished. In anynavigating system, :clear and precise information should be given as to the :distance travelled ysince departure, the position, course and heading, andV the distance remaining to destinationor to a check point and-the great circle course to destination. In a system for guiding high speed aircraft,

this information must` refer tothe instantaneous position Without thevnecessity of elaborate corrections and compensations which involve loss of time and liability to human error. Also the system should permit deviations from the sho'rtestlcourse` without requiring any loss time or` liability to error in immediately setting the course to the original `destination or to r.a check point.

' With the present trend toward higher andV higher speeds now leading into the sonic region, there is `a need for fast computation to thepoint yWhere a human navigator .can

no longer act` fast enough. MAccordingly, the system i should present the guidanceinformation automatically and in some cases it is desirablethat the system be capable ofusupplying this information to utilizationdevices which canprdirectlyguide the aircraft. r

l Furthermore, as the aircraft operateat higher and high- A erceilings, the navigation ksystem should be capable of operating independently of any ground aidsor any ground sourcedof information.V Particularly inthe case ofrmili- .tary aircraft, itis. necessary that the navigation system Vbe not readily Vsubject tov jamming, thatit not give inforn y pauses of the earth and therefore must be capable of Patented Oct. 13, A1959 operating while relying only upon original information representing the position of the starting point anda certain direction which direction is usually measured tov a point on the earth which can be determined without any visual or celestial observations, 'such as one of the geographical-.poles ofthe earth. Accordingly, the present system is of the i dead-reckoning typel In any such system the two essential factors are true ground Vspeed and ground track angle. There areV certaiuinherent and `statisticalerrors in any equipment for determining-.these two factors and accordingly, it is desirable that the system be capable of readily receiving correction data from external sources. Such correction data may be obtained by Vcelestial observation, electronic navigation aids .Qr in some instances land-mark observation. AElectromagnetic.V Wave techniques have been developed which are capabl-efof continuously and' accurately measuring the true ground kspeed and true ground track but inorder to continuously determine the `instantaneous driftanglqyit is necessary to Vmake use of the present dead-reckoning system in order to provide information as to the instantaneous position. In order toV provide the instantaneous position data, it is necessary to continuously supply the input data giving true ground' speed andgtrue ground track to a competent computer which is capable ,of utilizing the information Vand continuously computing ,the instantaneous position. This permits the determina- ,tion` of instantaneous drift which in turn permits the determination of instantaneous change offposition, and so on, ina closed information loop.

. 'It can readily be 'seen that in such a closed loop over aglong period of time some error will inherently'accumulate. A Therefore, it `ishighly desirable that the computer .be-capable of utilizing data representing a continuous or `discontinuous function without addingany additional error. In other words, shall We say, the computer should be capable ofutilizing data which changes smoothly or abruptlyV as when external correction data, is added.' An example ofa system utilizing electromagneticwaves to continuously measure the instantaneous aircraft speed and ground track is described in the copending application, Serial No. 49,9261, entitled Course and Speed Indicating System, by France B. Berger and William J. Tull, filed September 18, 1948, now Patent No. 2,869,117, and assigned to the same assignee as the instant application. M v ,l

Because of physical limitations of integrating apparatus, 4when travelling near the terrestrial poles, it is necessary to provide a new heading reference point with respect to which the true terrestrial position of the craft `can be determined. Also because of the magnetic variation, particularly near the terrestrial poles, it is necessary to make corrections continuously and automatically when travelling at high speeds in order to reduce to a minimum the accumulated error. No onemedium or component of the system canbe utilized'exclusively'if large accumulating errors are to be avoided.

The term World-wide navigation system is used herein to designate a navigation System which`is capableof guiding or providinginformationfor guiding a dirigible craft between any two known points on the earth wherein the navigation may or may notbe supplemented by visual celestial-or terrestrial observations. Although visual observation of landmarks andvcelestial points may-be possible at unpredictable times it is necessarythat the system be capable of navigation Withoutl the benet of these visual observations. Therefore, it is necessary that all computations: he based on Sonie coordinate `systefrn fixed relative to determinable points ony thel .earths surface. The most convenient of such points are the geographical poles of: th` earth, only one of which need be used at any computation of instantaneous position.

points because most of the maps of the world are based on a system of orthogonal coordinates which uses the line joining the North and South Poles asY the reference axis'. For purposes of illustration,Y the invention is described in connection with navigation Vin the Northern Hemisphere where the North Pole is used as the basic reference point orv tix point. Y Assuming a level platform isV available, North may be sensed by celestial observation when possible, orv by use of a North-seeking gyro compass Vbut the latter is not practical for navigation of aircraft. Alternatively, the near approximatev to true North may be determined by sensing magnetic North and making the necessary corrections kfor magnetic variation which'varies with time and-place on the earths surface. Among other things, thepresentinvention provides a novel heading reference 'u'nitfhaving an' element which constantly determines the -near{apprtiximate to true North and aircraft heading. Since there is necessarily some statistical and inherent errors inthe dead-reckoning means for determining the instantaneous position of the aircraft there mayA be from -time to time a slight error in the indicated heading.

lIn this world-wide navigation system no single instrumeng-such as a magnetic compass or a gyroscope com- `pass is relied upon to determine the direction of the earths pole as an accurate fix point.

The usual directional gyro has inherent errors of random drift in addition to systematic errors of earth rate and longitude rate. VThis random drift error increases with time so that over periods of time of navigational significance, this error may become appreciable. On the other hand, there are regions in the general vicinity of the North and South magnetic poles where a magnetic compass-becomes. unreliable. In accordance with the present invention a magnetic compass, such as one of the ux valve type, is utilized to introduce a correction to a directional gyro cfa-heading reference indicator to compensate for random drift while at the same time an additional correction is added to the heading reference indi- 'cator to compensate for system errors, such as earth and longitude rate. This latter correction is controlled by a unit which provides an accurate indication of the ground track and speed of the aircraft, such as a radio-echo unit, that is independent of terrain or celestial observations. -The ground track and speed data are combined with initial known direction data in a computer which gives the instantaneous position of the aircraft and this position data is utilized to provide the earth and longitude rate corrections to the heading reference indicator of the directional gyro.

The directional gyro is chosen to have small random drift. All computable terms, such as earth rate and longitudinal rate are entered. If either magnetic or astro heading data is available, it is entered with a long time constant, to correct residual errors. The philosophy of this combination is to use the directionalvgyroscope to average out the short-time fluctuations of the magnetic compass, and to utilize the average value of the magnetic compass direction to cancel the long term errors ofthe directional gyroscope.

The output of the heading unit supplements the radioecho speed and direction unit in supplying data ifor the y The unit that makes this computation comprises an arrangement of components for continuously taking ground trackl angle relative to true North `and ground speed plus an initial tix as input data and automatically producing therefrom instantaneousflatitude and longitude asoutput data. These components include a resolver which resolves'ground trackfspeed' into'4 N-SV and E-W vectors,and two integratorswhich secure from these two vectorsv the corretude and, if the dials are set at the beginning of a journey to the latitude and longitude of the initial location, the dials will at all times during the journey indicate the instantaneous position of the aircraft, with the accuracy dependent upon the basic data and the statistical and inherent errors of the system.

Such an instantaneous position computer is simple and consists of Vbut few parts. Ithas, however,r ay defect that prevents its use at high latitudes, for, although any ac curate type of integrator can be used for the purpose described, no type ispractical when the position ylies near either reference' pole because when. longitude changes rapidly the integrators are required to operate at very high speed. It has never been possible to construct an integrator that does not thave a limited range ofV speed and if, as in this case, 'the Vlower limit is required to be zero, the upper limit of accurate integration is such as to limit such a present position computer to latitudes below 1The instant invention solves this diiculty by employing two different orthogonal coordinate systems to dene positions on the surface of the earth.V One system is the common latitude/longitude or earth coordinate system 'of designation of position, employing meridians which are great circles passing throughthe geographical poles of the earth. In order to provide a factor of accuracy, the conventional geographical coordinate system is employed between about 60 North latitude and 60 South latitude.

v,For latitudes higher than about 60 North or South, an-

other system, herein, called the transverse coordinate system, is employed although the navigation system continues to compute and give position indications in terms of the geographical coordinates. The transverse coordinate system is based on great circle meridian lines like the geographical ysystem but the transverse North Pole lies upon the geographical Equator at 180"A longitude, and theY transverse South Pole lies at the intersection of the geographical Equator and the Greenwich meridian. The transverse yEquator therefore corresponds in vposition with the geographical 90 great circle meridian.

The world-wide `navigational' computer of the instant invention employs mechanical or electro-mechanical clutches and electric circuit switches for changing its mechanical connections and electrical circuits when'shifting from the geographicalcoordinate system to the transverse coordinate system, and vice versa. These changes are accomplished automatically, being initiated by a switch on the latitude indicator shaft. When the vehicle is between 60 North latitude and 60 South geographical and the geographical or latitude/longitude grid is being employed, the computerY is said to operate in the normal mode.

The instantaneous latitude and longitude data of' this invention may be employed directly as indicated outputs to'aid in-manual piloting of the aircraft. Alternatively, the latitude and longitude output dials may be accompanied by shaftsy whose angular positions at all times represent the instantaneous position data and these shafts sponding displacements. These displacements areV in- 4 dicatedondials or Icounters in units of latitude and longimay actuate succeeding equipment to compute and indicate the great circle course and shortest distance to destination. 'Ihis may be accomplished by a combination of resolvers, which are capable ofbeing adjusted vby the use of two dials in accordance with the latitude and longitude of the destination. This equipment may also be arranged to indicate merely the Vdifference between the desired courseV and the actual track and a pilots direction indicator (PDI) may be employed as a steering, aid. Furthermore, the data suppliedV to the PDI may lalsorbe used to controlan automatic-pilot, such a combination making navigation and piloting interrelated and completely automatic thus completing a servo ,loop including the pilot, the worldwide navigator and theldirigible vehicle. When a humanpilot is operating, the PDI and the human pilot ,would replace the automatic pilot. AExamples'of' appa- Y ratus for computing ythev instantaneous' great rcircle course andl'fo'r integrating the distance tr-avelledI are shown and described in copending" application of John W. Gray, S.N. 179,452, `iled August 15, 1950, `for Homing Navigator, now Patent No. 2,749,035, and application of John W. Gray et al., S.N. 193,168, ledv October 31, 1950, for Great Circle Computer, now Patent No. 2,688,440. Both of said copendi-ng applications are owned by the assignee of the present application.

The general object, therefore, of the instant invention istoprovide automatic means for navigating and/ or piloting` a vehicle between any points. Another object of this invention is to` provide automatic means |for navigating a'vehicle between any points over theshortest and most directV path which path may pass through or nearV a geographic polar region, employing as input data speed and drift'data ascertained in any desired manner.

More specifically, the objective o f the present invention is to provide an automatic'mechanism which utilizes as input data last fix, heading, ground speed, and drift angle and computes therefrom the quantities of present position in latitude and longitude, course to be travelled to destination,` and distance remaining to be travelled, such mechanism being accurately operative over the entire surface of the earthi 4 lAnother object is, in any vehicle, to provide automatic means for obtaining data representing the great circle course and distance to a preselected destination from data representing the last fix, ground speed and drift angle.`

' Another object is to provide automatic meansfor computing from vehicle velocity data and last known position data the present position of the vehicle.

Another object is to provide in-a navigation system; means `to Vfurnish data 'automatically to` an automatic pilot enabling it to steer the great circle course to a preselected destination, said means utilizing speed, drift, and last iixl dataas inputs from any source.

Another object is to provide a novel homing navigation device capable of homing on any preselected point when the position ofthe point and the instantaneous position of the craft is expressed in the same grid system or in .systems having a known relation. A further specific Objectis to provide aY world wide navigationsystem particularly adapted to aircraft that can be carried entirely by the using aircraft; that can measure the ground speed directly andaccurately over all types of terrain; thatcan provide instantaneous drift angle data and automatically and continuously compute, true ground track as distinguished from aircraft heading; that can compute the great circle course and instantaneous distance to destination when the'syst'emis `adjusted in accordance with the latitude and longitude of fthe point of departure (or instantaneous position) and the' point of destination; that can provide accurate navigation data over long periods of time without need ofsupplemental checks bycelestial observations o`r visual observation of landmarks; Vthat can provide `visual indication of navigational information for a human pilot 'or fu'rnishcontrolV signals utilizable by an autopilot to complete a navigation-piloting loop; that utilizes sharply delinedrelectromagnetic wave beams which pass over a given ground point in avery short ltime interval making it difcult to detect by an enemy; that is provid'edwith a direction and speed memory for continuously providing course -and distancedata basedv on the last instantaneous data,tl1us.,making it possible to maintain radio silence for substantial periods of time without appreciable error; and, in which the fmemory system functions lautomatically when jamming signals are received or when no; signals are reflected from the terrain of theearth. l Hf L QA; further understanding of this invention can be secured' frornthe following detailed descriptionv and the drawings, `in which:

" Figure 1' is a block diagram ofthe principal components of the apparatus of the invention;l y

' Figure 2 ill trates the circuit of the heading reference unit utilizedV in the'systernV ofthe invention;

Figures 3,'5, and`6 and 6c are graphical diagrams illustrating principles of theY invention. p j

Figures 4-1 and 4-2 combined (hereinafter 'referred to as Figure 4) illustrate the circuit of the present position computer of theinvention. f v

Figures 4a, 4b and 4c illustrate the three respective electrical configurations for computing the angle B, for computing transverse coordinatesfrorntlie geographical coor# dina'tes and for computing the geographical coordinates from the transverse coordinates.

Figure 7 shows a spherical triangle illustrating the navigation problem. i Y

Figure 8 illustrates the circuit of the great circle computer utilized in the systemof the invention.

The world-wide navigational system of the present invention, although applicable to the determination Vof the course of an'yvehicle,` is more especially applicable to navigation of aircraft, and therefore, its use on aircraft is selected, for purposes of illustrating the invention.

The system of the present invention is in eifect a homing navigation-piloting system in which the location of any point on the earth can be selected in terms of coordinates of a selected coordinate system and the craft may be caused to home to that point. The system has capabilities of continuously and yautomatically providing, from an initial iix point and direction data, and an indication of the instantaneous position relativeto the earth, the true ground speed, distance travelled, corrected compass course, drift angle, true ground track, great circle course and distance from instantaneous position of the aircraft'to any selected destination on the surface of the earth, time ofy arrival Vat the selected destination and the angular dis'- tance between true Vground' track and thegreat circle course to the selected destination. f

" Functionally, the system may be divided into two major parts, namely, the'radio-echo speedand direction component indicated in Fig. 1 as the units withinyblock 5 and the computer-indicator componentmade'upofthe units in blocks 6., 6a, V7,' 8 and 9; The various blocksin Fig. l further divide the system functionally andthe ow of the basic, data is indicated'Y by the rarrows, the electrical paths being indicated `bysolid ,lines and the mechanical paths being. represented by dashed lines.A Y Y The radio-echo component 5 comprises a transmitting and receiving unit 5a having a special antenna assembly 5b which transmits pulses of radio frequency energy and utilizes a 'narrow spectrum .of radio-echoes from areas of the earth spaced laterally and longitudinally of the aircraft which are illuminated bythe radio energy. In

v the embodiment .illustrated they antenna assembly 5b preferably includes three highly directive arrays Aso disposed as to direct three separate beams of `microwave radio energy toward the earth ina manner -simulating the legs of a tripod with the illuminated Varea of 'one beam centered on the ground track of the aircraft Vlongitud'inall-y ofthe aircraft and the areas of illumination, of the other beams 4disposed symmetrically' rlaterallyvalnd longitudinally of the aircraftrin the direction illuminated area. t s Inone of the practical embodiments lof the `radio-echo opposite the other component, two antennas direct radio beams forwardly and laterally of the vehicle and one is centered on the ground track rearwardly of the aircraft. However, in another' embodiment lthe orientation of the antennas is reversed. If desired, an antenna. assemblyhavin'g two rearwardly and two' forwardly directed arrays couldV be used. The invention is not limited to the'speciiicjtyp'eof antenna system used except insofar as it may embody the fundamental principles describedv herein.

A In the broadestjaspect of the invention, a separate trans.- mitting antenna maybe used and it need not necessarily have the special gain characteristics of thev antennas described herein.- 1 f V The Vantenna assemblyfSb is appropriately servoed by azimuth servomotor A5c so thatl a constant relation is maintained between the orientation-of. the assembly and the true ground track and the modus operandi is based on this Premise- Y l Because ofthe relative motion between the source of the microwave energy and theearth, microwave energy in the form of electromagnetic waves reflected from the earth to theforward-looking arrays will be'Dopplerlshiftedto'an apparent higher frequency and energy returned to a rearwardly-looking antenna will be shifted to an apparent lower frequency. Should the antenna assembly 5b pitch as a result of motion vof the aircraft or otherwise, the Doppler frequency of a forward-looking antenna and a rearward-looking antenna would vary in the same direction although by a slightly different amount, Although the difference frequency would remain almost constant a very small error would result and in order to eliminate this, theantenna assembly 5b is horizontally stabilized by a vertical gyro 5d which may be physically located in the automatic pilot (not shown).

The transmitter-receiver unit 5a compares the Doppler frequency shift between -the forwardand rearward-looking antennas to produce two independent Doppler signals, eachY proportional to the ground speed when the antenna assembly 5b is properly aligned with the ground track. These two independent Doppler signals are suppliedby the respective left and right channels to an electronic converter 5e. Each ofthe t-wo Doppler signals comprises respective bands of frequencies and the electronic converter 5e is provided with a frequency tracker for-each channel which trackers select the centers of the respective spectra and produces DQ-C. voltages whose amplitudes fare, respectively, proportional to the fref quencies of the frequencyspectra in the channels. The Vrespective D #Cfvoltages are' supplied to an electromechanicalconverter 5f which includes velocity servos energized by the-respective voltages in the right and left channels. `These servos convert the voltagesto vcor-` utilized to operate a'potentiometer 5h whichV supplies a control voltage tothe azimuth servo motor 5c to orient the antenna assembly 5b. The operation of the radioecho"component 5 is basedV on the premise that the an-. tenna assembly Sbmwill be constantly aligned with the true ground track of the aircraft, and accordingly the angle between the axis of the antenna assembly 5b and the axis Vof the aircraft will be proportional' to the drift angle This drift angle (6') is represented by the angular displacement-of arme'chanical connection, such as a shaft represented by the dashed line'Si, and is supplied to theheading reference unit 6. This system is capableof measuring drift upto 50 right or left.

4 VThe shaftA rotations ofthe velocity servos of the rnechanical converter 5f are 4averaged in a second diierential 5m, the'output shaft 5k of which drives a generator TG the output of which is a voltage (Vg) representing the ground speed of the aircraft. A

The function of the heading reference unit 6 is to ascertainthe direction to some denite point on theV earths surfacef'rom the instantaneous position of the aircraft and by referring this direction to the heading direction of the, vehicle to furnish the heading angle. The geographic poles are the most convenient xed reference points on theearth and preferably'the nearest one, such as the North magnetic pole when traveling in the Northern Hemisphere,. is chosen as thefheading reference point. The true North and South Polesare easily located by making the appropriate known correction for, declina- V tionandvariation. AlthoughA asy previously ,I1t1entioned,

the integrators integrate in terms of a special -transverse coordinate system `when travelling inthe polar regions, the iinal output data are in terms of the ,common geographical coordinates in which coordinates it, is conventional to locate all points Yon the yearths surface. Since there is a` preselected relation between lthe trans,- verse axis and the North and South Pole axis .of the geographical coordinate system any pointjonl the earths surface may be located in terms of either system. The heading reference unit 16 combines heading angle with drift angle to form the ground track angle in terms of either coordinate system. p The elements of the heading reference unit may be adjusted so that a certain configuration of electrical and mechanical connections functionally constitutes a subunit designated 6a, which causes the heading reference unit 6 to furnish true ground track angle data in termsof transverse coordinates, above some arbitrary latitude, such as 60 latitude. The functional configuration represented by the subunit 6a is automatically controlled by data furnished by the present position computer 7.

y The heading reference unit 6 furnishes ground track angle (GA) or (GT), depending upon the mode of operf ation, as later described, to the computer 7 which comf bines it iwith, ground speed data (Vg) from the radioecho component 5 and gives instantaneous latitude and longitude during the journey. VThe lattitude and longitude data are supplied to the great circle computer 8, The output shafts of the computer 7, can be adjusted by appropriate dials torepresent, respectively, the latitude and longitude of the point of departure, or alternatively, the instantaneous position of the aircraft if for some reason it becomes necessary to make a correction during flight. These new-settings then serve as the basic referencesto which the changes in the latitude and longitude are added during the j ourne The instantaneous latitude and longitudeoutput data from the present position computer 7 constitute input data for the great circle lcomputer 8 which latter data are supplemented by the latitude and longitude of the destination, respectively, and the great circle course (CA), and distance to destination (S) (see Fig. 7), are autof matically computed therefrom. Alternatively, the course angle may be subtracted from ground trackangle in a diiferential 202 to vindicate the steering error which4 is indicated on a pilots direction indicator (PDI) 204.

' Heading reference uniti Referring nowto Fig'. Y2, a magnetic compass, preferably of the flux valve type isrepr'esented at-11. The magnetic compass is equipped with a flux element 12 thatV energizes a control transformer 13 through electrical conductors, collectively represented by the line 14. 4The control transformer 13 is provided with a rotor winding 16 which produces an output potential at its terminalsY that depends upon the angular'position of the rotor shaft 17 to which it is fixed. VThe output voltage is a function of the angle between the resultant field ofthe stator of control transformer 13 and the position of the rotor winding 16. The direction .of the resultant eld of the stator is a direct function of the direction of the earths magnetic flux relative to the ilux valve fore-and-aft axis. vThe shaft 17 is positioned by a motor 24 controlled in part by the error voltage of the coil 16 in a manner to be'described, the whole constituti ing a feedback loop and operating as a servomeohanism to h old theaverage error voltage'at zero. The voltage in coil 16 becomes the error voltage of this servo, and is applied through a converter-amplifier" 20 to an adding unit 18 where this voltage is added to a correctionfvoltage on a conductor 19 representinglongitude rate and earth rate vas will be further described later.V The lsuur of the three voltages Vis applied through conductor 22 to an amplifier 23 and thence to the motor 24, which lat# ter is a component of a gyro rate servo' 25. A tachom 9 eter generator 26 driven by the motor 24 supplies alf'eedback'voltage to .adding unit 18. The rate of speedV of rotation of the motor output shaft 27 is proportional to the input signal. This shaft 27 is adapted to be alternately connected through either gear train 48 or 47 to one input connection 28 of a dinerential gear 29.

Since the error signal from the control transformer 13 has a frequency of 800 cycles and the other equipment is designed for 400- cycles, the frequency converter-amplifier 20 is provided.

A directionalgyroscope 31 is provided `with a servo transmitter that energizes a follow up position servo 32 that duplicates the azimuthal rotation of gyro 31 in a manner well known in the art, the resulting angular deliection of the output shaft 33 of the position servo 32 thus being representative of the directionalindication'of the gyr'oscope 31. The output shaft 33 is connected to the second input Iof the differential 29 so that the` angular deflectionof its output connection 34 represents the sum of its two input deflections, that is, the position indication of the gyroscope 31 and the instantaneousr position of the shaft 28 as determined by therate servo 25. This directional information when modified by the local magnetic variations, hereinafter explained, gives either true or transverse heading.

To this end, the output shaft 34 is connected to one side of each of two clutches, 36 and 37. Only clutch 36 is closed in 'the normalV mode of operation and only clutch 37 is closed in th'epolar mode, as hereinafter explained. When clutch 36 is closed the shaft 34 drives one side of eacli'of the differentials 38, 39, and 40. The output of differential 3S has a driving connection through an adjustable cam 41 witlitheV shaft 17 of the synchro 13, thus completing thecompass servo loop. The purpose of the cam 41is to provide adjustment between the relative position of yshafts 42 and 17 to compensate for deviation; that is, local distortion of the earths magnetic field due to the local environment in which the magnetic compass 11 is associated, such as the structure of the vehicle and apparatus carried thereby and to compensate for synchro transmission errors.

A correction for magnetic variation is introduced through the differential 38 as a relative angularYV displacement between shafts 44 and 42. This variation angle is secured from a three-dimensional cam 103 located in the present position computer 7 and is introduced through shaft 46. Thus, throughthe differential 38 and the cam 41 the servo loop is corrected mechanically for magnetic variationand deviation, so that when the rotor of the control transformer 13 is in null position the deflection of shaft 34 represents true heading.

The directional gyroscope 31 is of a well-known aviation type that is continuously precessed so as to remain with its axis of rotation parallel to the surface of the earth. Otherwise it is free, and therefore, because ofthe principle of space rigidity, its axis tends 'to remain directed toward some fixed point in space, while the earth turns beneath it. Such a free gyro has an apparent drift (aside from random drift due to unbalance and gimbal friction) due to rotation about the earths axis. The 'rateof' drift is (we sin L), in which (we) is the sidereal rate of rotation of the earth (15 per hour) and (L) is the instantaneous latitude of the position of the directional gyroscope 31. Thegyroscope spin axis continually shifts its terrestrial direction of pointing because lof this effect. This shift is termed the earth rate error. 'In addition to this earth rateV error, when the gyroscope is moved relative to the earth in an easterly or westerlydirection, as when it is carried in an aircraft, `this movement will'pro'du'cean additional apparent change relative to true North inthe azimuth direction of pointing of the gyroscope.V change is termed theV longitude error and its ratei has the vlue l l L.,

by facilitated.

"fo The composite voltage on conductor 19, representing the earth rate and longitude rate, is received from the Ainstantaneous position computer 7 where the voltage is generated in a Vmanner hereinafter described in "connection with that unit. j Y v It should be apparent from the above that when the heading has once been established the data from the magnetic compass 11 and the magnetic variation data serve only to monitor the heading informationas determined by the gyro 31 and the gyro correction servo 25. Therefore, the error signal correction data from the magnetic compass 11 and the gyro correction servo 25 may beV bypassed for considerable periods of time and insofar as the gyro 31 is correct, the heading data indication will be maintained correctly. The apparent drift error ofthe gyro increases with time and the advantage of the servo control is to maintain the shaft 34 at an accurate true heading which can beprojected forward chronologically with the proper' correctionsfor earth rate and longitude rate Vfrom the servo 25. Generally speaking, the earths flux is reliable as` a reference throughout the major portion' of the earths surface. l In regions where the earths `magnetic linx is unreliable, such 'as near the earths poles, the directional gyro 31 may be relied upon for heading indication and if celestial observation Vis possible the Iheading may be checked by astro-compass from time to time. Y

Inl addition to the regular apparent drift errors, the gyroscope 31 has an oscillatory random error much lower than' the earth and longitude rates. On the other hand, the magnetic compass 11 has a short time error. When these two units are included in the servo loop both random errors are substantially eliminated.

Although it has beenlmentioned that the directional gyro 31 is used as the heading reference when the earths magnetic flux is not reliable, it is only because of the cooperative association in the system withy the radio-echo component 5 which continuously supplies data for yproviding the necessary earth rate and longitude rate correction strictly in accordance with the actual path of travel of the vehicle that this is possible. Therefore, so long as navigation is initiated at any pointwith the adjustment of the components corresponding to the instantaneous position of the vehicle, the system will provide accurate navigation data to any preselected point.l When the heading reference'unit 6 is started in operation, in general, only the magnetic compass 11 will have the correct orientation. Because of the normal stepdown gear ratio in the feedback 'loop'o-f" the synchro 13, several hours may be required to servo this synchro to its null point. 'There is Ytherefore provided, for starting purposes only, a fast gear train 47 which may be interposed in the servo loop instead of the lnormal slow gear train 48, by manipulating the gear-shift knob 49. After the several dials and counters have Vcome to their proper positions, the knob 49 is returned to its normal operating position where the slow gear -train 48 is interposed in the loop; A In general, in the schematic diagrams illustrating this invention speed change gears are omitted as not essential to an understanding vof the invention. Likewise such conventional devices as bevel gears, amplifiers andthe details of some servos are omitted where clarity is there- The heading refe-ren'ceiunit 6 `as so' far described includes a synchro 13 for receiving directional indications from the magnetic compass 11, combined with a feedback loop to servo shaft 17 to null, ,the loop containing a directionalgyroscope 31 and four correctional elements,

namely, magnetic compass 11, magnetic variation correcj tion element 46`f 'a`nd earth rate and longitude rate ele- Vments ysupplying'correctional "data over conductor 19.

The operation 'of'- this loop is such that the magnetic ,f

1'1 scope 31 automatically becoming the heading reference the instant that the energization lof the 'synchro 13 is removed by interruption of the control 'cables 14.

-The high step-down ratio of the gear train 47 in the heading reference feedback Kloop produces -therein a loop time constant` having a large smoothing effect, so that the angular rotation of the output shaft 34 reflects only the angular position of the magnetic compass 11 averaged over a considerable period of time and does not appreciably respond to rapid changes in the signals from the compass 11. This action is exceedingly important in air navigation, because local variations in the horizontal magnetic eld' of the earth are usually not charted and in anyY case need not be followed. Moreover, even if the data were known it would be impractical to include such large scale data in the small scale three-dimensional variationv cam V103 lthat ris employed -to introduce magneticv variation. It is desirable to have a large slaving time constant in order to secure a large smoothing' effect. However, ,another consideration dictates a small slaving time constant, this being that any systematic error introduces a definite error expectancy in the output of the loop that is directly proportional to the slaving time constant. Therefore it is necessary to eliminate all possible systematic errors in order to permit the use of a large slaving time constant. This has been done in this invent-ion, particularly by the introduction of accurate longitude and earth rate corrections to the directional gyroscope.

The feedback loop of the servomechanism that comprises the heading reference unit can be considered to be an electromechanical low pass filter that restricts data received from the magnetic compass to data not cntaining frequencies higher than a speciccut off value having an inverse relation to the slaving time constant. That is,` this lter filters out high cyclic frequencies and smooths non-periodic disturbances.

The Vsmoothing effect is proportional to the slaying time constant of the feedback loop. Two of the four correctional elements are for the purpose of adding cor.- rections to the magnetic compass indications, as described, andthe several sections :of shaft are provided with indicating dials for the display of the resulting shaft deections. The dial 51 indicates the uncorrected magnetic heading of the4 aircraft as received from the magnetic compass 11 in accordance with the angular position of the shaft 17. This angle is graphically shown in Fig. 3 as (Hm). Dial 52 indicates the deflection of shaft 42, indicated by (Hm), the magnetic heading after correction by the magnetic ldeviation correction cam'41. Dial 53 indicates the malg'netic variation angle received from the -three-dimensional 'cam 103, and dial 54 indicates (HA), 4the true heading of the aircraft. The relations of all of these angles are shown in Fig. 3.

The drift angle representing the eifectuof cross wind upon the path of travel of the airplane, and defined as the difference between the true heading and the ground track, is introduced as a shaft angular displacement by a shaft S6, Fig. 2, from the aforementioned radar component 5. The equivalent ofthe shaft 56 is represented in Fig. l by the dotted lineS. This angular displacement of shaft 56 is added to the'angular displacementof shaft 45 representing the true heading (HA) in differential` 40 to form the ground track azimuth angle (GA), represented by theangular displacement of the mechanical connection 57. This angle (GA) is indicated on dial 58.

As' previously mentioned, difficulty isencountered in providing an integrator that can operate accuratelyV when the longitude' changes rapidly, such as occurs atflatitudes greater than approximately 60?. In accordance .with this invention special provision is 'made -for automatically changing the position coordinate-system vin'which the poles are. never sofcloseto the tactual` position-'of g the craft as .to require an integration rateV beyond theprace.v

That is,

tical limit of integrators. In the present application only two coordinate systems are referred to, namely, the true geographical, system and the so-called transverse system. Howeven for^reasons hereinafter apparent from the description, additional systems may be lused so that themaximum integration rate may be even smaller;

The data from the heading reference unit 6 described immediately above is supplied to the present position computer unit 7, wh-ich continuously computes the instantaneous position of the vehicle in terms, of the geographical coordinates. The computer also provides output data in the form of angularA displacement of a shaft 59 which angular displacement is supplied tothe differential 39 where it enters the computation of instantaneous position. This angular displacement is represented by the angle (B) in Fig. 3 and is defined as the angle between the geographical meridian and the merid- -ianV of the new coordinate system, in this instance termed the transverse system,V at the indicated position ofthe vehicle. This angle (B) being a function of pof sition on the globe, Varies from +180 to 180 when therreference pole is a transverse pole, that is, when the navigation system is operating lin the polar' mode; but angle Bris zero when the system is operating in the so-called normal mode, in Which a geographical pole is the reference pole.

The introduction of this angle (B) to the heading reference unit 6 constitutes one of the factors in Achanging the computer 7 from operation in the normal mode to operation in the polar mode.

The effect of the introduction of the angle (B) to the heading reference unit 6 and the necessary corresponding changes in the present position computer 7 may be considered functionally as the polar transformation unit 6a shown in Figure l. A

The angle (B) is added to the true heading angle (HA) represented by angular displacement of shaft 61 through the differential 39. When the computer 7 operates in the normal mode, angle (B) is zero and therefore the angular displacement of the mechanical connection 62 corresponds to the angle (HA). When the computer 7 operates in the polar mode, however, the angle (B) may be other than zero and the deflection of shaft 62 is the difference between (HA) and (B) which is defined as the transverse heading and is designated as (HT).

The output of differential 39 is therefore either (HA) or `(HT) depending upon Whether the system is operating in the normal mode or the polar mode. This output is combined in another differential 63 Vwith the drift angle' to form the ground track angle. When the system is operating in the so-callednormal mode this angle (6)'is referred to'true North and is represented by (GA) but when the system is operating in the polar mode the angle lis referred to the transverse fNorth PoleA of the transverse, coordinates and is termed (GT). In either case this ground track angle is represented at the mechanical outputconnection 64 of differential 63 which is connected to a dial '66 and to a shaft 67 leading' to the present position computer 7.

In switching the heading reference unit 6 to operation in the polar mode the angular position of shaft S9 is changed from `zero to the angle (B) by changing the energization of the resolver windings of the servo mechanism '109' (Fig. 4) to be described later. During the normal mode zthe rotor is held in thel position corresponding to avalue of zero for Vthe angle[(B), by supplying. alternating current to one 'of the stator windj ings whilefthe other stator winding is, shorted, when the relayL'Ztl is in the position shown in Fig. 4'. Since normally the clutch 37 (Fig. 2) is disengaged andthe clutch 36 is engaged, the shaft 62 is free to turn while the shaft 61 is under control vof the motor 24. The

`shaft 62 therefore turns to a new position representing the sum of (Iv-IA) and (B) to forni the true heading angle (HT) in terms' of the transverse coordinates. This deection angle (HT) is added to the drift anglel to form the ground track angle (GT) referred to the transverse coordinate system. The ground track angle (GT) isfindicated on the dial 66 and is transmitted to the present position computer by shaft 67.

After the shaft 62 has turned to the position representing the true heading angle (HT), clutch 36 is disengaged and clutch 37 is engaged. This causes the feedback from shaft 34 to pass through clutch 37, dilferentials 39' and 38, and cam 41 to the synchro shaft 17, leaving it asbefore in a position representing the uncorrected magnetic heading (Hm). In other words, this step mechanically interposes differential 39 between the shaft 34 and the differential 38 to introduce the angle (B). The dial 66 now reads (GT) and is the only one thatis changed in going to thepolar mode..

As Will be seen from subsequent description, the change from normal `to. polar mode is effected by" a system of coordinated relays. which in turn are controlled by a single :switch 121 operated by :a cam on the latitude shaft S5. At thesame time that relay70 is;operated:to

energize the servomechanism 109 to solve angle (B), a delay relay 10 (Fig. 2) is energized which, after a thirty second delay interval energizes relay 15 which disengages magnetic clutch 36 and engages, magnetic clutch 37. This gives the servomechanism 109 suicient time to take up its `new position to change the ground track angle from` (GA) toV (GT) and this angle is introduced back to the present position computer 7 through the mechanical connection 67 (Figs. 2 and 4). It will be clear that as soon as the servomechanism 109 begins to introduce the angle (B) the ground speed components arel inaccurate for normal integration and .therefore it is essential in order Vto avoid any significant `navigation error that the steady state of the servomechanism 109, of which the resolver 111` is a part, be reached as soon as possible and that the clutching operation occur Witho uty disturbing any shaft positions.

When the magnetic compass 11 is in danger of failing, because of proximity to the North or South magnetic poles ofthe earth, the conductors 14 serving the synchro 13 may be opened by means of switch 68, which may be 'operated manually or automatically, deenergizing the error signal field Winding 16. The feedback loop for lthe magnetic compass servo is thus opened, but the shaft 1 7 continues to be positioned under the joint control of the motor of the position servo 32 controlled by the directional gyr'oscope 31 and the rate servo 2S. The ground track angle is represented at the mechanical output 'connection 64 of dilferential 63 which is connected to a dial l66 and to a shaft 67 leading to the present position computer 7.

In switching the heading reference unit 6 to operation in the-polar mode the angular position of shaft 59 is changed from zero to the angle (B) by changing the energization of the resolver windings. ofthe servo mechanisrn .109 (Fig. 4) to be described later.V During the normal mode the rotor 115 is held in the position corresponding to a value of zero for the angle (B), by supplying alternating current to one of thestator Windings while the other stator winding is shorted, when the relay 70 is in the positionshown in Fig. 4. Since normally the clutch 37 (Fig. 2) is disengaged Vand the clutch 36 is engaged, the shaft 62 is free to turn While the shaft 61 is under control of the motor S24. The shaft 62 therefore. turns toa new position representing the of (HA) and (B) to form the true kheading angle" (HT) in termsof the transverse coordinates. This deflection angle (HT). is added to the drift angle to 4form the lground track angle (GT) referred'to the transversemoulinet@.SystemL The descptiQn-of .the opera- Vf4 tion in the polar modeis presentedV hereinafter under the Vheading of the polar mode operation.

Present position computer Iinstantaneous latitude and longitude on dials and supplies data mechanically andclectrically to the other components.A This operation is accomplished as follows: c Refcrring'to Figs. l, 2, 4 and 5, and assuming the normal mode of operation and the instantaneous position of the aircraft toY be at point (A), the* ground track azimuth angle of the vehicle (GA) (in terms of geographical coordinates) is received from the heading Vreference unit 6 as the angular displacement of the shaft 67 "from diieren- `tialA 63 and is utilized to position the rotor Windingv 69 of Athe resolver 71. The rotor winding 69 is electrically energized through conductor 122 by a voltage received from the radar ground speed component 5. The magnitude of this range (Vg) represents the ground speed of the airplane. The resolver 71 has tWo stationary second- 'ary windings 72 and 73 disposed at right angles to each other. Therefore, with proper regard to the locationof the `zero position of shaft 67, the input voltage (Vg) is resolved into two "components, (Vg cos GA) 1in secondary winding .72, `and (Vg sin GA) in secondary winding 73. As seen by reference to Fig. 5, in which (Vg) represents by its length Ithe speed of the 'airplane along its ground .tracklhaving the azimuth angle (GA), the resolution ofthe speed vector into its cosine and sine components produces vectors 74 and 76 which represent by their lengths the NTS speed and the E-W speed of the airplane, respectively.V Referring again to Fig. 4, the output of resolver secondary windingV 72, representing (Vg cos GA), is applied to a rate servo 77 serving as a latitude integrator. 'I lhe servo 77 includes an amplifier 78 to which the signal is'applied, a motor 79 operated by the amplifier output at a speed directly proportional to the amplitude of the input signal (Vg cos GA) underthe control of a servo loop including the ampliier 78, the motor 79 and the `generator 81 driven by the motor 79. Since the shaft speed of the motor 79 is proportional to the input signal voltage magnitude, it is proportional to the instantaneous N-S rate 'of travel'of the vehicle, or Y 1 that is, the rate of change of latitude.v VAlso, the angular displacement of the motor output shaft 82 being the integral of its speed, is proportional to the integral of the input signal. This displacement therefore .is proportional to the integral of the N S speed, or at any instant it is representative o f the distance travelled in the N-S direction from a pre-selected point Which may be represented by a presetting of the appropriate components in termscof latitude referred to-the chosen axis of reference, such as the earths NTS pole' axis. This. distance is indicated on a counter 83 in degrees and minutes of instantaneous latitude and an output Vlatitude shaft 8S is provided for connection to other equipment employing the latitude (L) las input. y

`Aninitial setting knob 86 connected to the shaft 82 through a diferential gear 877 -isprovidrcd so tha-t before departure, or When anx is taken during a journey, the output counter 83 and shaft 8,5- can be set to the latitude of the instantaneous position of the aircraft. Thereafter during the journey lthe present'position computer 7 supplies contmuous correction data to the counter 83 and -shaft 85, the` latter elements changing in Vaccordance with the instantaneous latitude at all times.

Through the diierential 87 the output shaft 82 of the latitude integrator 77 is connected by a clutch 88 during the normal mode of operation, that is, for positions below about 609 of latitude, to the output latitude shaft 85, but this clutch 88 is disengaged in the polar mode of operation Vas will be described in that connection.

The instantaneous longitude of the craft isderived by means of a rate servo integrator 89 whose input voltage, proportional to (Vg sin G A) representing the E-W speed vector, must be multiplied by (sec L) because the distance in miles equal to a degree of longitude varies in proportion to the cosine of the latitude, being maximum at the equator and zero at the poles.

multiplication is accomplished in the servo loop of the longitude integratorA 89. As pointed out hereinafter in greaterv detail, during the normal modegof operation, this multiplication is eifected by a resolver 91'wl1ose rotor is connected to the outputl latitude shaft 85 and whose winding 913 isV excited in series with the secondary ,winding 73 of the velocity resolverv71, by the generator 92. The generator 92Yforms a part of the longitude integrator 89 andl the voltage generated by the generator 92 Vrepresents It will be clear from subsequent description that during the polar mode thetsecant correction must be suppliedby a resolver 91P whose rotor is positively connected to the (y) shaft'instead of being supplied by the resolver 91 The integrated longitude changes are thus represented by the angular displacement of the integrator output shaft 96. Assuming the shaft 105 has been set to the longitude of the point of departure, or last x, by the knob'101, further angular displacement of shaft 105 added by the integrator 89 will represent instantaneous longitude (La). Shaft 10S is connected through clutch'97 to output longitude shaft 99 during the normal mode of operation; A counter 98 is connected to shaft 99.

Using known values of magnetic variation, a three-dimensional cam 103 is constructed that represents variation as a function of latitude and longitude.v Thus any'point on the surface vof the cylindrical cam 103 represents by its radial dimension the magnetic variation at a latitude and longitude represented, respectively, by the longitudinal and circumferential `coordinates of this point on the cani. The cam 103 is rotated bythe longitude shaft 99 throughv a sliding driving connection 90. This cam is moved laterally by means of a nut 103' which screw-threadedly engages shaft 84 driven by the latitude shaft 85.- The nut 103 is rotatably-connected vto carn 103 by a collar Ywhich engages an annular recess in the left end lof the cam. Relative rotational movement between the shaft' 84' and Vthe nut 103' causes-the earn 103 to be moved laterally in accordance with latitude changes while the cam 103 lis rotated in accordance with changes in longitude by the longitude shaft 99 throu'ghrthe mechanical connection 90. Y

Acarn follower 104 engages the surface of the cam 103 andcommunicatesits pivotal motion in the form of angular rotationofthe shaft 46; This shaft 46 introduces magneticV variationft'o thedifferentialSS, Fig. 2./ 'YL'Ih PreviOESlX-mentsnsd earth. rate correction, rabe.

applied to the directional gyro 31 through the servo25 `to compensate for the rotation of the earth relative to .the gyroscope is generated by a resolver 106 driven by the output latitude shaft 85, Fig. 4. The rotor primary winding 106 of the lresolver 106 is excited by a constant potential representing by its magnitude the sidereal rate of rotation of the earth (we), and the position of the rotor primary 106 is determined by the displacement of the longitude shaft 8S representing instantaneous latitude. Accordingly, a voltage representing (we sin L) is generated in one secondary winding 107, which is connected in series, through the conductor 21, with the stationary secondary windings 912 and 91P-2 of resolvers 91 and 91P, respectively. The composite output voltage from windings 912 and 91P-2 is supplied through the conductor 19 to the adding Vunit 18, see Fig. 2, and thence to the control circuit 22 for the motor 24 of the servo 25, previously described. i Y

The stationary quadrature secondary windings 913 and 91P-3, of the resolvers 91 and 91P., respectively, generate respective voltages representing, selectively, the instantaneous rates of change of longitude of the instantaneous position of the vehicle, the rst in terms of true longitude and the other in terms of transverse longitude so that the output conductor 19 supplies a voltage representing l Y to the adding unit 18, Fig. 2,V during the normal mode and during the polar mode supplies a voltage representing dt y These quantities provide the longitude rate correction data for the directional gyroscope 31. It should be mentioned here that although the primary windings 911 and 91P-1 are connected in series and the resolver 91 is operated by the latitude (L) Ashaft 85, while resolver 91P is operated by the (y) shaft 139, the respective primaries are selectively energized through the switch sorthat lwhen the primary of one is energized, that of the other is shorted so that the latter presents low impedance. Accordingly, the longitude rate correction supplied is in terms of geographical or transverse coordinates depending upon which primary is energized. Y

As previously mentioned, the angle (B), that is, the angle between the geographical meridian and-the transv- Verse meridians, is introduced to the heading reference unit 6 (Fig. 2), through the shaft 59 that is rotated by the servomechanisrn 109 (see Fig,` 4). Since in the normal mode of operation the transverse coordinates are not employed, 'the angle (B) lin lthis mode must b e zero. This angle is made zero in the following manner. The servomechanism 109 consists of a resolver 111 having a rotor winding which energizes a motor 113 through an amplitier 11'2, the resolver 111 also having two quadratureV stator windings 114 and 116. The windings 114 and 116 areV energized, respectively, through conductors 117 and 118.and the energization of these windings is controlled by double-pole double-throw relay 70. `When the relay 70 is in the position shown in Fig. 4 for normal mode operation both terminals of winding 116 are connected to ground whilethe ungrounded end of winding 114 is connected to a suitable source 120 of alternating current causing the resolver and servo shaft 59 toV take a specific position representing the zero yvalue fo angle (B). I

The change from normal to polar Inode of operation of the heading reference unit 6 and the present position computer 7 is controlled automatically by a switch 121 operated` by a cam 125 on the output latitude shaft 8.5 when the vehicle passes above an arbitrary latitude, in the present instance, approximately V60" N or S. 'The Switch 121 controls the energization of appropriate relays 17 including relays 10, 70 and 80, already mentioned, which in turn control the several electrical and mechanical components as hereinafter described.

Polar mode For reasons already mentioned, integrators have a limited range of accuracy and the present invention provides a specially designed computer system in which the integration coordinate system is automatically changed when the vehicle approaches either pole of the earth although the output, that is, the position indication, continues to be in terms of geographical coordinates, This new coordinate system is termed the transverse coordinate system previously mentioned and preferably has its poles displaced 90 degrees from the poles of the geographical coordinate system.

A clearer understanding of the present invention may be had by appreciating the fact that the transverse coordinate system is just like the ordinary latitude-longitude system except that it is rotated 90 so that its North Pole is on the Equator at the date line and its South Pole is on the Equator at the Greenwich meridian. The zero meridian of the transverse system goes through the true North Pole and its 180th meridian goes through the true South Pole. Thus the transverse longitude (x) is zero at the North Pole and increases positively to 180 at the South Pole by way of Asia and negatively to 180 by way of America. Another way of saying this, which 1s algebraically the same, is that (x) increases from zero to 360 going south by way of Asia and north by way of America. The transverse latitude (y) is zero at both true poles and along the 90th East and West meridians, and increases positively to 90 at the date line-Equator point, and negatively to -90 at the Greenwich meridian- Equator point.

It should also be understood that the transverse system chosen may be one which is rotated by a selected amount other than 90, or one which is rotated in the other direction from the geographical system. In such latter instances the same general principles of operation would be applicable but the phasing of the components would have to be appropriately changed.

The computer 7 is especiailly designed to solve a set of equations for transformation from the conventional geographical coordinates to the selected transverse coordinates and to position one set of shafts in terms of one system and another set in terms of the other system so that either mode of operation can be instituted .at any time without introducing navigation errors. These equations are `derived from standard trigonometric equations for spherical right triangles such as the navigation triangle in Figs. 6 and 6a, showing the relation between the geographical and transverse coordinate systems. The triangle in Fig. 6a is an enlargement of triangle (NAC) -of Fig. 6. The prime letters represent a spherical triangle on the earths surface as laid on the geographical coordinates. The present or instantaneous position of the aircraft is indicated at (A), which has the indicated geographical position coordinates (L) and (Lo), measured with respect to the Greenwich meridian and the Equator, respectively. The transverse coordinatev system has its prime meridian in coincidence with that of the geographical system, but the transverse South Pole, designated (ST), is at the intersection of the Greenwich meridian .and the geographical Equator. The transverse North Pole (NT) is at the intersection of the geographical Equator and the 180th geographical meridian. The transverse Equator coincides with the geographical 90 meridian circle. The angle between meridians common tof the two systems at point (A) is indicated as the angle (B). The angular distance (y) measured from (A) alongits transverse meridian -to the transverse Equator is defined Y as the transverse latitude, and the angular distance (J'c) measured from (A) to the transverse prime meridian circle is deined as the transverse longitude.

From what has already been said it should be .apparent that the present invention is basically a dead-reckoning system, the instantaneous position being determined by continuously resolving the ground speed vector into two components in the geographical coordinate system and integrating the velocity components. During the travel overl most of the earths surfaceythat is, below approximately 60 North `and South latitude, during which the integration is performed directly in terms of the geographical coordinates, the resolving angle is the true ground track angle (GA) which is the angle the ground velocity vector makes with the geographical meridian. 'Ihus the two velocity components are (Vg sin GA), the rate of change of longitude; and (Vg cos GA), the rate of change of latitude. The longitude component (Vg sin GA), or rate of travel East (negative is West) dilers from the true longitude rate except at the equator due to the convergence of meridians, and therefore it must be divided by the cosine of latitude to obtain the true value. The continuous integration of the latitude and longitude changes give the instantaneous position data. Because of the convergence of `the meridians at the earths poles, the longitude rate increases at excessive rates near the earths poles and it is for this reason, as previously mentioned, that it is essential for accurate navigation as the earths poles are approached to use another coordinate system whose poles are located at a substantial distance from the earths poles.

As previously mentioned, the computer 7 is automatically `switched to integration in the new coordinate system at a preselected value of latitude. Therefore, in order to provide continuous accurate instantaneous position data it is necessary to provide the correct Vstarting values, that is, constants of integration, when the system starts tointegrate in terms of the Vnew coordinate system. The new resolving angle Vis the 4difference between the true ground track (GA) 4and the angle (B). The angle (B) for an instantaneous position (A) of the aircraft and the corresponding coordinates (x) and (y) of the new coordinate system is shown in Fig. 6g.

In order vto have instantaneous position data available at all times in terms of the geographical coordinate `system, and Vin order to have the components properly positioned at the instant of switching from .one system of coordinates to another, the present system continuously computes the .(x) and (y) .coordinates from the geographical coordinates during the normal inode of operation and ,during the polar mode .continuously computes the instantaneous angle (B) and the true latitude and longitude from ,the corresponding (x) and (y) coordi- ,nates.

Dur-ing the normal mode, `the angle (B) is zero and the (B) resolver 111 is held `in the zero position bythe appropriate electrical conguration as previously inentioned. During the polar mode Referring-to Fig. 6a, the trigonometric relations between ithe angles and sides of the spherical triangles involved in the transformation between the two coordinate systems are indicated, where the angle (C) Vis a right angle. In such a right triangle the Vfollowing relationships exist.

"i9 Applying (7) andv (9,) tp the fight triangle' of Fig. 6a,

j:i,',=bf e u H vy=a, Co-latitude (90-L) =c and (180-B)'=1B1,' gives cos y sin B=sin Lo (11) cos y cos B=cos L sin L (12) Equations 11 and 12 may be reduced to tan Lo han Equation 13 immediately suggests the solution of the angle (B) by resolvers which are controlled in accordance with true latitude and longitude changes. The complete circuit diagram of the present position computer 7 is shown in Figure 4, but for the purposes of facilitating explanation; the different configurations which are effected automatically by the appropriate switches at the appropriate times, are shown schematically in Figures 4a, 4b and 4c, respectively.

The coniguration of the computer 7 for solving angle (B) is shown in Figure 4a. Similarly, Figure 4b illustrates the coniiguration for solving the transverse coordinates (y) and (x) from latitude (L) and longitude (L0), respectively. The configuration of the computer 7 for computing latitude (L) and longitude (L0) from the transverse coordinates (y) and (x) respectively, is 'illustrated schematically in Figure 4c.

Referring to Fig. 4a, the automatic computation of angle (B) is accomplished by two input resolvers 150 and 151 and the output resolver 111 which is controlled by a servo feedback loop including a stator winding 115, a servo amplier 112, and motor 113 which drives the output resolver 111. The resolver 111 is a component of the servo-mechanism 109. Input resolver 150 is driven at 1 to 1 ratio by the longitude output shaft 99 and the resolver 151 is driven at l to l ratio by the output latitude shaft 85. The rotor 150 of the longitude resolver 150 receives 400 cycle excitation from asuitable source represented by the leads 153 and is phased so that its two stator windings yield output voltages proportional, respectively, to (sin L0) and (cos'Lo). The (cos Lo) voltage is used to excite the rotor of the latituderesolver 151 which is phased so that one of its stator windings produces the product of this excitation by (sin L). This 'output (cos Lo sin L), and the (sin L0) voutput of the other stator winding of the longitude resolver 150 are supplied to the rotor windings 114 and 116 ofthe (B) resolver 111 and the position taken by the rotor as a result of servo action represents the angle (B).I However, `for the purpose of analyzing the servo action the actual position of the rotor shall be referred to as (0). The output voltage of the stator winding 4115 of the resolver 111 is ezsin Lo cos H-cos L0 sin L sin 0 (14) Substituting for values from Equations l1 and 12 eB=cos y [sin B cos 0-cos B sin 0] cos y sin (B-0) '(15) As indicated in Figure 4a this output voltage (eB) is applied as an error signal to the servo amplifier 112 which energizes the motor V113 which in turn controls the position of the rotor 115 within the limits of accuracy of the servo in accordancewith theusual practice.

For la given set of mechanical inputs to the resolvers 150 and 151, i.e., values of longitude and latitude, re

20 which will be'l80 apart,^ but theiresolver 111 will always be driven away from the unstable null, which is at 0=B+180 and toward-the stable null at 1 -LB. The gain of the servo amplifier 112 is such that whenever the error signal, that pis, (B-t?) is at least two or three minutes ofarfcQsulcient voltage will be delivered to the motor 113 to cause it to overcome the static friction and thereby decrease the error indication. Since the amplitude of the sine curve of the error signal as a function of (B-) is (cos y) the sensitivity of the signal in volts per degree of error in the neighborhood of the null is proportional to the (cos y). Since automatic computation of the angle (B) is needed only in the polar areas where transverse latitude (y) is always between minus and lplus approximately 30, (cos y) is always between (l) and |-.866. It is for this reason that the sensitivity does not vary enough to impair the overall accuracy.

It has been previously mentioned that the angle (B) is fixed at zero while navigating in other than the polar areas. At all times the instantaneous position of the vehicle is determined by dead reckoning and while the craft is in other than the polar regions the integration isVY directly in terms of latitude and longitude. However, because of the convergence of the meridians in the vicinity of the poles of the earth, it is necessary to use the transverse coordinate system in areas near the poles and accordingly inthe areas other than the polar regions, it is necessary to continuously compute (x) and (y) from the true latitude and longitude, respectively, so that the transverse coordinates (x) andV (y) will have the correct starting values, i.e. constants of integration, at any time the polar mode of operation is initiated.

IfvEquations 4 and 10 are applied to the right triangle of Figure 6a they become sin y=cos L cos L0 cosy sin x=cos L sin L0 .in previous instances the resolvers 106 and 161 are positively driven in l to l ratio by the latitude and longitude shafts, respectively. The longitude resolver 161 is provided vwith stator windings which yield (cos Leos Lo) and (-cos L sin Lo) by reason of the positioning of its vrotor by the (Lo) shaft. These latter voltages are added to the outputs of resolver 162 on the (y) shaft 139 and the resolver 163Von the (x) shaft 143, respectively producingerror signals to control the (y) and (x) servos in such a' way as to solve Equations 16 and 17.

For the purpose of analyzing the action of the servos, let (X and 45)), respectively, be the actual positions of the (x) and (y) shafts. Therefore, for (qy) mechanical output of the (y) resolver 162, its electrical error signal supplied to the (y) servo amplifier 164 and associated motor 166 is ey=cos L cos Lo-l-sin p v:sin py-sin y (18) As in the usual case of resolvers, the (y) resolver 162 has two zero positions but it is so sensed that the stable null is where the slope of the error curve is positive. In other words, when (ey) is negative the motor 166 tends vto increase (qby), and vice versa. This servo causes py) to equal (y) Vas determined by latitude 'and longitude within the'limits of the servo, and the apparent ambiguity tion of Equation 18 shows that it is proportional to (cos y) which varies only from +0866 to -|-1 within the polar regions and accordingly the accuracy of the servos is not appreciably impaired. r

When the (y) servo 162 is at equilibrium the (cos qby) output equals (cos y). A voltage representing (cos y) is supplied by the (y) resolver 162, to the rotor Winding of the (x) resolver 163 and the voltage supplied by its stator winding is (cos y sin ehm). This voltage is comv bined with the cos L sin Lo) output of one of the windings of the longitude resolver 161 to yield the error signal Voltage (eX) which is supplied to the (x) servo amplifier 167 to energize the motor 168. This error signal voltage is e$=cos y sin pz-cos L sin Lo :cos y (sin 4ax-sin x) (19) The function of (px) for different values of (sin x) as determined by (L) and (Lo) gives a sine curve with two nulls which are 180 `apart as in the case of the other resolvers. When (x) is greater than 90 and less than +90 corresponding tothe Northern Hemisphere the slope at the null is positive; in the Southern Hemisphere where (x) is between 90 and 270, it is negative. The ambiguity which is obvious vfrom Equations 16 and 17 could be resolved in at least two ways. In the preferred form, as shown in Fig. 4, a micro-switch 169, which is operated by a cam 171 on the latitude output shaft, distinguishes between the hemispheres.

An alternative arrangement would be to employ instrumentation for solving a third equation cos y cos x=cos L sin LoY Y (20) However,` this `latter method would require an additional resolver-driving amplifier and it is desired to keep the weight and complexity of this navigation system to a mimmum.

`The hemisphere switch 169 controls the (x) servo 163 so that in the Northern Hemisphere the servo is sensed to increase (96x) if (ex) is negative, and vice versa, so that the (x) resolver shaft will be turned to the appropriate arc-sine of the given value of (sin x). In the Southern Hemisphere the switch 169 reverses the sensing of the servo control causing the servo 163 to select the other arc-sine.

The sensitivity of the error signal at the null is found by the differentiation of Equation 19 to be proportional to (cos y cos x) which, from Equation will be seen to be equal to (sin L). Around the periphery of the polar area the coordinate (x) must be accurately determined by the (x) servo 161 because this is the area of transition between the normal and polar mode.

Figure 4c shows the configuration for converting the (x) and (y) coordinates into terms of (Lo) and (L) coordinates, respectively. The same resolvers are used 1n this computation as are used in translation-in the opposite direction, although the connections lare different and in addition thereto an additional resolver 147 driven by the longitude shaft is utilized. It will be apparent from Equations and 16 that when the (x) and (y) error signals in the configuration of Figure v4b are zero,

the positions of the longitude shaft 99 and the latitude shaft 85 correspond to the positions of the (x) and (y) shafts, respectively. However, a question arises `as to which error signal is applicable to each servo and how each servo control should be sensed so that it will reduce its error toward zero instead of increasing-it.` This can be determined by effectively rotating the coordinates of the (x) and (y) error signals by meansof a resolver on the longitude shaft 99. The resolver- 147 performs this function. v Y

It will be noted that the configuration of Figure 4c is the same as that of Figure 4b up to and including the utilization of the signals (er) and (ey). However, instead of the voltages (ez) and (Vey.) energizing -servos for positioning the respective (x) and (y) shafts, these voltages are applied as indicated on the circuit diagram to the rotor windings of the resolver 147. One of the stator windings of the resolver 147 which yields the latitude error voltage (eL) is connected to energize the latitude servo amplifier 164 and its associated motor 166 to position the latitude output shaft 85. Similarly, the Voltage from the other stator winding of the resolver 147 energizes a servo amplifier 167 and associated servo'motor 168 to position the output longitude shaft 99. In order to increase the inherent inaccuracies in the instrumentation of this configuration, a suitable gain control including a variable gain amplifier 179 is provided, the operation of which Will be described hereinafter.

In analyzing the operation of this coniguration, let the respective actual positions of the latitude and longitude shafts be represented by (9111,) and (om), respectively, while (L) and (L0) refer to the theoretical values of (y) and (x), respectively, as given by Equations 16 and 17. In these terms the error signals become ez=cos y sin x-cos pr, sin bLo :cos L sin Lo-cos pL sin L0 (21) ey=sin y-l-cos L cos L0 :cos L cos Lo-i-cos pr, cos qSLO (22) These signals excite the respective rotor windings of the resolver 147 as indicated in Figure 4c and the respective output voltages of the stator windings of the resolver 147 are ero=-e$ COS PLO-ey sin L0 (23) el, =-e, cos rpLo-I-ez sin :1:10 (24) Combining Equations 2l and 22 with 23 and 24 gives The longitude servo 161 is sensed so that when (eLo) is negative the servo motor 168 will be driven so that (951,0) is increased, and vice versa.

Although it will be clear from Equation 25 that (eLo) has two nulls, 180 apart (om) will always be servoed to (Lo) since (cos L) is always positive.

When (tpm) is approximately equal to (Lo), cos (pm-Lo) is |1 and Equation 26 becomes eL=cos L-cos pL (27) `the other hand, the longitude servo sensitivity is proportional to (cos L) which is clear from Equation 25. This shows that the sensitivity is approximately proportional to the distance from the earths poles in either polar area. The nearer a pole of the earth is approached the less accurate the longitude need be indicated to locate a position with a given precision.

In spite of the logic of the proportionality of the sensitivity to (cos L), it is desirable to maintain the sensitivity at the highest practicable value in vorder to keep the longitude indicator from seeming sluggish and erratic in the vicinity of either of the earths poles, This is accomplished by the auxiliary variable gain amplifier 179 which is between the (eLo) output of the resolver 147 and the usual servo amplifier 167 which energizes the servo motor 168. The gain of the `ampliiier 7179 is controlled by -the magnitude of the cosine voltage output of the latitude resolver 106 in such a way'that it is roughly proportional to the reciprocal of (cos L) over a wide range. This tends to cause the sensitivity in volts per degree` of latitude 

